SAN FRANCISCO (CN) – A federal judge on Friday rejected Facebook’s argument that it cannot be sued for letting third parties, such as Cambridge Analytica, access users’ private data because no “real world” harm has resulted from the conduct.
“The injury is the disclosure of private information,” U.S. District Judge Vince Chhabria declared during a marathon four-and-a-half-hour motion-to-dismiss hearing Friday.
Facebook urged Chhabria to toss out a 267-page consolidated complaint filed in a multidistrict case seeking billions of dollars in damages for Facebook’s alleged violations of 50 state and federal laws.
There’s a class-action suit coming triggered by the Cambridge-Analytica scandal.
Fascinating paper, “The autonomous vehicle parking problem” by Adam Millard-Ball. In it he: identifies and analyzes parking behavior of autonomous vehicles; uses a traffic simulation model to demonstrate how autonomous vehicles can implicitly coordinate to reduce the cost of cruising for parking, through self-generated congestion; discusses policy responses, including congestion pricing; and argues that congestion pricing should include both a time-based charge for occupying the public right-of-way, and a distance- or energy-based charge to internalizes other externalities.
The Abstract reads:
Autonomous vehicles (AVs) have no need to park close to their destination, or even to park at all. Instead, AVs can seek out free on-street parking, return home, or cruise (circle around). Because cruising is less costly at lower speeds, a game theoretic framework shows that AVs also have the incentive to implicitly coordinate with each other in order to generate congestion. Using a traffic microsimulation model and data from downtown San Francisco, this paper suggests that AVs could more than double vehicle travel to, from and within dense, urban cores. New vehicle trips are generated by a 90% reduction in effective parking costs, while existing trips become longer because of driving to more distant parking spaces and cruising. One potential policy response—subsidized peripheral parking—would likely exacerbate congestion through further reducing the cost of driving. Instead, this paper argues that the rise of AVs provides the opportunity and the imperative to implement congestion pricing in urban centers. Because the ability of AVs to cruise blurs the boundary between parking and travel, congestion pricing programs should include two complementary prices—a time-based charge for occupying the public right-of-way, whether parked or in motion, and a distance- or energy-based charge that internalizes other externalities from driving.
What this suggests is that society — in this case city authorities — should think of urban streets as analogous to radio spectrum. We auction rights to communications companies to operate on specific chinks of the radio spectrum. When autonomous vehicles arrive then those who operate them ought to be treated like radio spectrum users. The one tweak we’d need is that AV operators would be charged not only for the right to use a particular slice of the road ‘spectrum’ but also for the amount of use they make of it.
This morning’s Observer column:
Some unicorns have astonishing valuations, which are based on the price that new investors are willing to pay for a share. Uber, for example, currently has a valuation in the region of $80bn (£61bn) and there is feverish speculation that when it eventually goes for an initial public offering (IPO) it could be valued at $120bn (£91bn). This for a company that has never made anywhere near a profit and currently loses money at an eye-watering rate. If this reminds you of the dotcom boom of the late 1990s, then join the club.
There is, however, one significant difference. The dotcom boom was based on clueless and irrational exuberance about the commercial potential of the internet, so when it became clear that startups such as Boo.com and Pets.com were never likely to make a profit, the bubble burst as investors tried to get out. But investors in Uber probably don’t care if it never makes a profit, so long as it gets to an IPO that enables them to cash out with a big payoff. If Uber did go public at a valuation of $120bn, for example, the Saudi royal family alone would have a $16bn (£12bn) payday from their investment.
So what’s going on?